Turning arrangement for monorail suspended vehicles



06L 19317 c. STEDEFELD ETAL 1,825,633 Q TURNING ARRANGEMENT FOR HONORAIL SUSPENDED VEHICLES Filed April 27, 1928 3 Sheets-Sheet 1 Mix mili liiioi Oct. 6, 1931. c. STEDEFELD ETAL TURNING ARRANGEMENT FOR MONORAIL SUSPENDED VEHICLES Filed April 27, 1928 3 Sheets-Sheet 2 Iii.

Oct. 6, 1931. c. STEDEFELD ETAL TURNING ARRANGEMENT FOR KONORAIL SUSPENDED VEHICLES Filed April 27. 1928 3 Sheets-Sheet 3 fairlyclose train sequence. side of the rails 46 and 47 on which the 9 Patented Oct. 6, 1931 r i 1 8: p a l o r H 9 nnirn srarss PATENT Omar CURT 'STEDEFELD AND WILLYBLAGK, or HEIDELBE-RG, GERMANY; earn BLACK ASSIGNOR TO sen) srnnnrnnn- TURNING ARRANGEMENT non MoNoBsIn-sUsrnNnnn VEHICLES Application filed April 2?, 1928, Serial No.273,349, ahi11ifi:jGermany May 4,1927.

The usual turning arrangements for railbut-simultaneously into the new running way trains are rail loops and turntables. direction." I a By means of the former the whole train is Figures lvto 6 ofthe accompanying draw= turned, by the latter only the locomotive ings, show various possible embodimentsof 75 whi h returnsto what was previously the the bridge seriesrforthe above method of rear end of theunturned train by a shunting operatlon. Figures 7 ,to' 18 show the parline and is there re-coupled. The developticular operating arrangements of the turn ment of so-called high speed railways with bridges, which permits the most rapid and very closestrain sequence will finally lead secureplivision of the trains forthe turning to driving vehicle trains, that is, to trains operation and recoupling for further travel. as

with distributed driving power, and for the In, Figure 1 (plan) and/Figure 2 (side very highest running saeeds up to some 300 ylew), 21 and 22 are the fixed separate adkm. hour, in particular to suspendedmono JaCent rails forthe opposite directions of railways where possible, with propeller drive vel; they are Secured to the carrying and torpedo shaped vehicles. Such vehicles structure 23 by Outriggers, see Figure 6. 53 cannot run equally well forwards and back The series of, for example, tour turning wards, but must be turned at the ends of the bridges 24, 25, 26 and 27 are supported at line either by rail loops or by turn tables. the Centre on u g P Q 30 nd In particular n the stated rail arrangement 81 in th manner of the usual turn tables, .20 for high speed railways, with two linessepand run with wheel trucks 32, 33, 34, 35, 36, arated according to direction this turning is 7, 38 and 39 on circular -rails, d0, 41, 42 and also unavoidable owing to the necessity for ends h il 4 and e5, 46 the carrier arm from the vehicle body to allele-7, 48 and 49, 50 and 51, Figure l, and the running gear to be on one particular 4431; 5 ,4 and ia, 48a and 490;, Figure side, see Figure 12. Hail loops take up 2,1h d b t Si by r gg r 011 the much room, which exactly at the termini of i ng bridges 24, 25, 26 and 27, as Figure high speed railways in large towns is ex- 1 S ows Wou d ot pass one another during tremely seldom available. Decrease of' the rningwithout special provision, For eX- radius 9f curvaturgto save space can only ample, 1n turning-in the direction of the 30 be employed with running gear pivot ararrow the rail end 52 describes the arc 54,

rangements permitting considerableturning, the end 53 atthesame time the are 55, these whi h on the open line with its large radius a CS, tie can be Seen, intersecting. To avoid curves involved by th high speeds are ent e ail e sp gi o i a i tirely unnecessary 'and'only represent dead ensilresare'possible. 4 35 Weight and additional costs. Turn tables In Figure 1 the rallendsy for example can be used by themselves for individual ve- 5 and .7- n o made oldable in the hicles or short vehicle trains up to about 50 h rizontal plane over a somewhat greater metres length. Lengertrains must be di' l g than the o pp ng of the arcs 5 vided into several parts which run one after and 5 requires, by'means 01" joints 58, 59, 31 0 another on to the turntable and are turned It y be S8811 ire ly from '90 one after another. So much time is lost in Figure 1 that the joints must yield in a this, however, and such complicated procedgeC O opposite, to the turning me is involved that this method cannot be direc ion; consequently 58 and 59 lie on the satisfactory for high speed railways with l f lo. ils 4421116145 opposite to the bit The present invention provides-an imj ts nd 61 he They can then, as proved solution of this problem by means Shown lo t dd nos i F gure 1 yield to of several turn bridges arranged behind one e another (luring e tur ing movement another in seriesfwhich each take apart by f ng- 'N t a yoar must ft he r 5 0 of the train and turn these parts separately by the provision ofsprings'orthe like that the folding edges always return to their rail directions.

Another arrangement is shown by Figure 2. Here the ends 21a and 22a of the fixed rails terminate at slightly differing heights. The difference is shown exaggerated; in practice it only amounts to a little over the height of the rail section. The rail ends of the bridges, fixed in contradistinction to Figure 1, lie in exactly the same way at different heights alternately, that is, at the left hand end of the bridge 24 the rail end 440 is higher than 450, while at the right hand end 440 is lower than -ii5a and so forth. If the turning of the bridges of Figure 2 is followed out by the aid of Figure 1 it will be seen that in the turning movement at the left a passes under 21a, at the right 44a under 47a and so forth. Naturally with this method the rails on the bridges have alternating inclinations. In the left hand half of Figure 2 the respective rail lengths are shown with uniform inclinations; in the right hand half only the centre parts of the rail lengths are inclined, the main lengths being horizontal. The latter arrangement may be more advantageous for securely retaining the vehicles on the bridge, during the turning operation.

Figure 3 shows c iagrannnatically in plan a third method for the free turning of the bridges 62, 63, 64 and 65 in series. As shown by the arrows these turn alternately in o posite directions. 66 is the common driving shaft of all four bridges. It carries alternately right and left handed worms 67, 68, 69 and 70. Of the cooperating worm wheels 71, 72, 73 and 74 only 72 and 74 are rigidly fixed to the bridges, the other two,

i 71 and 73 having a small lost motion through the angle 75 in relation to the respective bridges 62 and 64, since only after rotation through this angle do the slots 76 and 77 in the wheels 71 and 73 engage the pins 78 and 79 which are rigidly secured to the bridges 62 and 64. Members 80, 81, 82 and 83 entering slots 84, 85, 86 and 87, form locks between the bridges. The turning procedure takes place as follows. After the locks formed by members 81 to 86 have been released, the driving shaft 66 commences to work. The bridges 63 and 65 immediately begin to rotate in the direction of the arrows, while the bridges 62 and 64 remain at first at rest until the lost motion between 76 and 78 and between 77 and 79 has been taken up. At this instant the bridges 63 and 65 have already taken a position-shown in the case of 63-which no longer prevent the rotation of 62 and 64. It will be seen in the case of the bridges 62 and 63 how the rail 88 always remains somewhat behind the rail 89 and in this way is free to move. The rails 90 and 91 also do not interfere with one another. The

driving shaft is again stopped when bridges 63 and 65 have turned through 180". The bridge 62 and 64 are still behind by the angle 75 as is shown on the right hand side of brid e 64. Movement by the amount short of 180 is afterwards effected by the entry of the inclined end bolts 81 and 83 into the slots 81 and 86.

In Figure 4 (plan), Figure 5 (side view) and Figure 6 (end view) a fourth method for the close arrangement in series of turn ing bridges 92 and 93 without mutual interference in turning is shown. 96 and 97, 98 here do not reach over the contacting circle 101 and 102 of the two turning bridges and therefore can pass one another in all circumstances. On the other hand, fixed rail pieces 99 and 100 must be interposed between the rail ends of the turning bridges, which necessitates a separate carrying structure 94.

All. such arrangements, apart obviously from their own advantages, are only of value when the time for the whole turning operation remains low; this is most completely obtainable by automatically eifccting all opcrations, as shown in Figures 7-9. The four turning bridges are to serve for turning a train comprising four individual vehicles 107, 108, 109 and 110. These vehicles are here so long that one only has room on one bridge; the example applies equally well if two or three vehicle lengths could be accommodated 011 each bridge. The train moves at a moderate speed on to the turning ap )aratus, Figure 7. As soon the last ve icle 107, is entirely on the bridge 103 it is automatically uncoupled and bralied, similarly with the next vehicle as soon as it is entirely on the bridge 104 and so forth, Figure 8. As soon as all four vehicles are stationary on their respective bridges, the locking of the bridges is released and their common drive started and all the bridges turn together through 180. Then the turning is complete, the bridges are automatically locked and the brakes of the vehicles released; the train can close up in the new travel direction until automatic recoupling of the vehicles takes place, Figure 9, and can then proceed further.

The following figures show diagrammatically an example of the formation of the automatic devices for the purpose.

Figure 10 shows an elevation of the whole,

Figure 11 a. plan of the part of the elevation above it,

Figure 12 shows an end view of a vehicle and Figure 13 is a side view of two vchiclc ends coupled together.

The vehicles are connected by automatic couplings of known construction (Schail'cnberg, lVillison or other system). T hesc couplings are released by turning the release The rails 95,

- portion lever 112 from the upright position 112-to the inclined 'position*112, which' is effected by striking levers 113,114. These striker levers 113, 114 are automatically controlled" by means of the rods shown in Figures and 11 in such a manner that theygo into the striking position after one another only when the last'vehicle' 107, the last but one 108 and so forth stand entirely'on the last bridge, the last bridgebut one 104 and-so forth. In the first place it is clear that as long as a single-vehicle is stillon'the fixed rail section 117 leading to the" turning bridges, Figure 7, none ofthe couplings 111 should be released, that is, the striker levers must all be turned up as the positions 118, 115 and 116-" show, sothat the-couplingrelease levers 112 of the vehicles can freely pass them. To achieve this the rail piece 117 is arranged to: sink'slightly under the Weight of vehicle thereon and thereby swings tothe left, through a pull rod 118, a lever11'9 having a high mechanical advantage through a pull rod'llS. The bearing 121 of a rod '122 is pressed against the lever end 119 of a compression spring 120. 'Itwill be seen that as long as it bears avehicle weight, the rail end has the position 117 ,the rods-connected thereto the po sition 119', 121, 122 and 113, and'the coupling release levers 112 do not strike the release'levers 113." hen the last vehicle leaves the stationary rail end, the latter rises to the position 117, "the lever "mechanism takes the positions 119, 121 and 122land turns the first striker lever downwards into the position 113, the coupling release lever of'the'last'vehicle 107 strikes the lever 113, turns to the left to the position 112- and thus uncouples the vehicle- 117 ,see F iguie 8.

This uncoupling procedure on bridge 103 brings the striker lever 114 of thenext bridge 104 into the operating position shown in Figure 10 in the following manner; when the release lever 112 of the; vehicle 107 strikes against the lever-"113 the latter is turned on its pivot124 some-what further counterclockwise against the spring 123,"its upper end moves the intermediate lever to the position 125, the rods 126 (on bridge 103) and 127 (on bridge 104) are pushed to the right, locking lever l28is turned to position 128, striker lever 114 falls into position'114, the coupling release lever of the last vehicle but one 108 is moved into the position 128 and the vehicle 108 un-' coupled on the bridge 104 (see Figure 8).

In a similar manner, as above described, this uncoupling action on bridge 104 from the position of rest 115' into the working position, since the striker lever on the bridge is turned from the position of rest 115 into the working position, since striker lever 114 is turned to the position 114" and thereby releases locking lever 133 through the members 130, 13 1,

usual control tops of thevehicles.

these levers back into 115' and 3116,

lever end 1139, so

132 and so forth until the whole train has beenuncoupled. 1

It is clear withoutfurther drawing thata braking device on each vehicle (wheel brakes, track brakesor others) can be automatically applied simultaneously with the uncouplingof the respective vehicles by any device (for example a com pressed air valve for air brakes and so forth), so that the slowly moving vehicles after a short braking distance remain sta tionary on their respective bridges. The coupling levers 112, 129 and so forth automatically return as usual to theposition 112, 129 andso forth, ready for recoup'li'ng.

The bridges 103106, as describedabove, are "not turned simultaneously, the vehicles reach the positions shown in Figure 9 and can again be connected together to form a coupled train. For this purpose the driver in the vehicle at least mustfirst releasethe brakes simultaneously can'be automati+ cally effected by known means as soon as the turning movement of the bridges 'iscomplete; it is only necessary to make these devices positivelyjdependent on the position of the bridges. I v v During this starting procedure after the turned position has been reached, the striker levels 113, 114, and 116 on the bridges are automaticallyrestored to the rest position by, means of restoring arms 134, 135mm 136, Figures 10, 12"alnd During the movement of the vehicles these-restoring arms freely pass the lock levers 128,133 and so forth, but they strike the broadened upper ends of the striker levers 1'14, 115'and 1'16 and move the rest positions 114, Where they "are held by the engagementof the locking levers 128; 133 and so forth. The striker lever 113 on'the first bridge 103 has already returned to the rest position 113 at the beginningof the turning movement of the bridge since" at this point-the rod head 121 slides oilf the that thecompression spring pushes the rod 122 into the posi- 13, mounted at the tion*122.= Onlyfafter thesecond turning proceduree-thatis,after a total run of'360 of the bridge 108, willth'ehea d 12l again come into contact with the lever end 119, and then onlywhen the rail' end'is unloaded and has the position 117, the anglele-ver thus having the position 119 and not 1 19;

In order to ensure this an inclined guide surface 137 is provided on the fixed rail art on which at the end of the turning movement the head moves from the position 121' to the position 121 and can therefore never strike the lever arm 119 laterally.

The arran ments here described and illustrated in igures 10 to 13 are only given as examples. The same principles underlyin these devices can also be carried into e ect with other mechanical components as well as with electric or compressed air transmission.

We claim:

1. A turning arrangement for mono rail sus nded vehicles, in particular for prope er driven high speed trains, in which a plurality of turning bridges are arranged m series, each of which takes apart of the vehicle train and turns it into the new running direction.

2. A turning arrangement according to claim 1, in which a driving gear turns the series of bridges simultaneously by a synchronised coupling.

3. A turning arrangement according to claim 1, with two railed bridges, in which fixed rail pieces of suflicient length are provided between the bridges in series to permit the double rail ends to pass one another freely during the turning movement.

4. A turning arrangement according to claim 1, with two railed bridges in which the closel placed bridges in series are provided with swinging rail ends of such length as to permit free passage past one another of the double rail ends during the turning movement.

5. In a device for reversing the direction of travel of a train of vehicles upon a track, a plurality of turn-tables arranged in a 561168.

6. In a device for reversing the direction of travel of a train of vehicles upon a track, a. plurality of turn-tables arranged in a ser1es, and means for rotating said turntables substantially simultaneously.

7. Ina device for reversing the direction of travel of a train of vehicles upon a track, which vehicles each have projecting therefrom means for actuating uncoupling devices and for setting the brakes, a plurality of turn-tables arranged in a series, means for rotating said turn-tables and means, actuated by the movement of the train onto the turn tables, for successively operating said projecting means as the vehicles reach their respective turn-tables.

8. In a device for reversing the direction of travel of a train of vehicles upon a track, which vehicles have uncoupling and brakeaetting members projecting therefrom, a plurality of turn-tables arranged in a series, means for rotating said turn-tables and means, actuated by the movement of the train onto the turn-tables, for successively operating the uncoupling members as the vehicles reach their respective turn-tables, and means for operating the brake-setting members of the vehicles simultaneously with the operation of the respective uncoupling devices.

9. Apparatus for operating the uncoupling and braking levers of a train of vchicles, comprising a plurality of pivoted striking levers'positioned to normally lie in the path of the uncoupling and braking levers, means for locking said striking levers in inoperative position, and means for successively releasing said locking means.

10. In a device for operating the uncou ling and braking levers of a train of vehicles comprising, a plurality of pivoted locking levers arranged in a series, and positioned to normally lie in the path of said uncoupling and locking levers, a locking lever for each striking lever for holdin the same in inoperative position, a push rod disposed adjacent each locking lever for tripping the same and an intermediate lever disposed between said tripping lever and said push rod and actuated by movement of said tripping lever from inoperative to operative position to actuate the adjacent push rod. f

11. In apparatus for reversing the direction of travel of a train of vehicles upon a track, which vehicles have uncoupling and braking levers, the combination with a plurality of turn-tables, of actuating means associated with each 0tsaid turn-tables for cooperation with said uncoupling and braking levers, means for locking said actuating means in inoperative position, and means actuated by the movement of the rear-most vehicle of said train onto its turn-table for releasing the locking means associated with the turn-table corresponding to the rear most vehicle.

12. The invention as set forth in claim 11, wherein is provided means actuated by the movement of each vehicle onto its turntable for releasing the locking means associated with the turn-table corresponding to the immediately preceding vehicle.

In testimony whereof we afiix our signatures.

CURT STEDEFELD. \VILLY BLACK. 

